Classifications

• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
  • B63H—MARINE PROPULSION OR STEERING
  • B63H3/00—Propeller-blade pitch changing
  • B63H3/10—Propeller-blade pitch changing characterised by having pitch control conjoint with propulsion plant control
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
  • B60W20/00—Control systems specially adapted for hybrid vehicles
  • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
  • B60W20/15—Control strategies specially adapted for achieving a particular effect
  • B60W20/16—Control strategies specially adapted for achieving a particular effect for reducing engine exhaust emissions
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
  • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
  • B63B79/00—Monitoring properties or operating parameters of vessels in operation
  • B63B79/40—Monitoring properties or operating parameters of vessels in operation for controlling the operation of vessels, e.g. monitoring their speed, routing or maintenance schedules
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
  • B63H—MARINE PROPULSION OR STEERING
  • B63H21/00—Use of propulsion power plant or units on vessels
  • B63H21/21—Control means for engine or transmission, specially adapted for use on marine vessels
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02D—CONTROLLING COMBUSTION ENGINES
  • F02D29/00—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto
  • F02D29/02—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto peculiar to engines driving vehicles; peculiar to engines driving variable pitch propellers
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02D—CONTROLLING COMBUSTION ENGINES
  • F02D41/00—Electrical control of supply of combustible mixture or its constituents
  • F02D41/02—Circuit arrangements for generating control signals
  • F02D41/14—Introducing closed-loop corrections
  • F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
  • F02D41/1444—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases
  • F02D41/146—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being an NOx content or concentration
  • F02D41/1461—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being an NOx content or concentration of the exhaust gases emitted by the engine
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02D—CONTROLLING COMBUSTION ENGINES
  • F02D41/00—Electrical control of supply of combustible mixture or its constituents
  • F02D41/02—Circuit arrangements for generating control signals
  • F02D41/14—Introducing closed-loop corrections
  • F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
  • F02D41/1444—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases
  • F02D41/146—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being an NOx content or concentration
  • F02D41/1463—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being an NOx content or concentration of the exhaust gases downstream of exhaust gas treatment apparatus
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
  • B63H—MARINE PROPULSION OR STEERING
  • B63H21/00—Use of propulsion power plant or units on vessels
  • B63H21/21—Control means for engine or transmission, specially adapted for use on marine vessels
  • B63H2021/216—Control means for engine or transmission, specially adapted for use on marine vessels using electric control means
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
  • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
  • F01N2590/00—Exhaust or silencing apparatus adapted to particular use, e.g. for military applications, airplanes, submarines
  • F01N2590/02—Exhaust or silencing apparatus adapted to particular use, e.g. for military applications, airplanes, submarines for marine vessels or naval applications
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02D—CONTROLLING COMBUSTION ENGINES
  • F02D2200/00—Input parameters for engine control
  • F02D2200/70—Input parameters for engine control said parameters being related to the vehicle exterior
  • F02D2200/701—Information about vehicle position, e.g. from navigation system or GPS signal
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02D—CONTROLLING COMBUSTION ENGINES
  • F02D2250/00—Engine control related to specific problems or objectives
  • F02D2250/36—Control for minimising NOx emissions
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02D—CONTROLLING COMBUSTION ENGINES
  • F02D31/00—Use of speed-sensing governors to control combustion engines, not otherwise provided for
  • F02D31/001—Electric control of rotation speed
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02D—CONTROLLING COMBUSTION ENGINES
  • F02D35/00—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for
  • F02D35/02—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions
  • F02D35/023—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions by determining the cylinder pressure

Definitions

• the present invention relates to a method for controlling the propulsion of a ship.
• the present invention relates to a computer program, a computer readable medium, a control unit and a ship.
• a controllable pitch ship propeller is designed such that the angle of attack of the blade can be continuously varied. In this manner, the torque of the main engine may be varied.
• a controllable pitch propeller is common for medium sized ships (50 - 150 m l.b.p.) with medium to high requirements on maneuverability.
• an object of the present invention is to provide a method for controlling the propulsion of a ship wherein the engine of the ship is operated in appropriate operating conditions.
• the first aspect of the present invention relates to a method for controlling the propulsion of a ship.
• the ship comprises an engine and a controllable pitch propeller, wherein torque and engine speed are adjusted to correspond to an output set point value.
• the adjustment is such that the ship is operated in an operating condition with an engine speed of the engine and a propeller pitch of the controllable pitch propeller such that the fuel consumption of the ship is brought and/or held within a desired fuel consumption range.
• the method comprises: - determining a NO x value indicative of a NO x content in the exhaust gas produced by the engine and
• the above method implies an operating condition of the ship which is less harmful to the environment as compared to previously used operating conditions. Moreover, keeping the fuel consumption within the desired fuel consumption range implies cost reductions.
• NO x content relates to the total content of nitrogen monoxide NO and nitrogen dioxide N0 2 . It should however be noted that this term is also intended to mean the content of nitrogen monoxide or nitrogen dioxide if measured separately.
• an actual NO x content in the exhaust gas produced by the engine may be taken into account when controlling the propulsion of the ship.
• the above method implies that the actual NO x content may be taken into account.
• the amount of NO x produced by the engine of a ship may vary throughout the life of the engine, for instance due to aging and/or wear, and such variations may be automatically accounted for in the above method.
• the ship comprises an exhaust gas system adapted to guide exhaust gases from the engine, the exhaust gas system comprising a NO x reduction assembly.
• the method comprises determining the NO x value by evaluating exhaust gas between, as seen in an intended direction of exhaust gas flow, the engine and the NO x reduction assembly in the exhaust gas system. Measuring the NO x content between the engine and the NO x reduction assembly implies that the NO x content measured is the NO x content in the exhaust gases produced by the engine. As such, the above method implies a rapid and stable control of the engine since the control is for instance not dependent on any changes of the capacity, for instance due to aging, of the NO x reduction assembly.
• the method comprises determining the NO x value by evaluating exhaust gas downstream, as seen in an intended direction of exhaust gas flow, of the NO x reduction assembly in the exhaust gas system.
• the method comprises determining a geographical location of the ship and determining the NO x threshold value on the basis of the thus determined geographical location. Different geographical areas of the world may be associated with different allowable emission levels. As such, the above method, being adapted to adjust the NO x threshold value in dependence on the determined geographical location, implies that such different allowable emission levels may be taken into account when setting the NO x threshold value. This in turn implies an appropriate operation of the engine with appropriate NO x emission levels as well as an appropriate fuel consumption.
• the engine speed of the engine is increased upon detection that the NO x value exceeds the NO x threshold value.
• the speed increase implies that the ship may produce the requisite power, as indicated by the output set point value, whilst still producing exhaust gases with a NO x content lower than or equal to the NO x threshold value.
• a second aspect of the present invention relates to a method for controlling the propulsion of a ship.
• the ship comprises an engine and a controllable pitch propeller.
• the engine comprises least one cylinder.
• the torque and engine speed are adjusted to correspond to an output set point value, wherein the adjustment is such that the ship is operated in an operating condition with an engine speed of the engine and a propeller pitch of the controllable pitch propeller such that the fuel consumption of the ship is brought and/or held within a desired fuel consumption range.
• the method comprises:
• top pressure value indicative of a top pressure in the at least one cylinder and - reducing the torque of the engine upon detection that the top pressure value exceeds a top pressure threshold value.
• the engine speed of the engine is increased upon detection that the top pressure value exceeds the top pressure threshold value.
• the feature of reducing the torque of the engine comprises reducing the propeller pitch of the controllable pitch propeller.
• a third aspect of the present invention relates to a computer program comprising program code means for performing the steps of any one of the first or second aspects of the present invention when the program is run on a computer.
• a fourth aspect of the present invention relates to a computer readable medium carrying a computer program comprising program code means for performing the steps of any one of the first or second aspects of the present invention when the program product is run on a computer.
• a fifth aspect of the present invention relates to a control unit for controlling the propulsion of a ship.
• the ship comprises an engine and a controllable pitch propeller, wherein the control unit is adapted to receive a signal indicative of an output set point value.
• the control unit is also adapted to issue control signals to control the engine speed of the engine and the propeller pitch of the controllable pitch propeller in response to the output set point value.
• the control signals are determined such that the ship is operated in an operating condition, corresponding to the output set point value, with an engine speed of the engine and a propeller pitch of the controllable pitch propeller such that the fuel consumption of the ship is brought and/or held within a desired fuel consumption range.
• control unit is adapted to: - receive a NO x signal with a N0 X value indicative of a NO x content in exhaust gas produced by the engine and to
• the ship comprises an exhaust gas system adapted to guide exhaust gas from the engine, the exhaust gas system comprises a NO x reduction assembly.
• control unit is adapted to receive a signal with a NO x value indicative of the NO x content in the exhaust gas from a NO x sensor being located in a position between, as seen in an intended direction of exhaust gas flow, the engine and the NO x reduction assembly in the exhaust gas system.
• control unit is adapted to receive a signal with a NO x value indicative of the NO x content in the exhaust gas from a NO x sensor being located in a position
• control unit is adapted to receive a signal indicative of the geographical location of the ship, the control unit further being adapted to determine the NO x threshold value on the basis of the thus determined geographical location.
• control unit is adapted to issue a control signal to increase the engine speed of the engine upon detection that the NO x value exceeds the NO x threshold value.
• a sixth aspect of the present invention relates to a control unit for controlling the propulsion of a ship.
• the ship comprises an engine and a controllable pitch propeller.
• the engine comprises at least one cylinder.
• the control unit is adapted to receive a signal indicative of an output set point value.
• the control unit is also adapted to issue control signals to control the engine speed of the engine and the propeller pitch of the controllable pitch propeller in response to the output set point value.
• the control signals are determined such that the ship is operated in an operating condition, corresponding to the output set point value, with an engine speed of the engine and a propeller pitch of the controllable pitch propeller such that the fuel consumption of the ship is brought and/or held within a desired fuel consumption range.
• the control unit is adapted to:
• control unit is adapted to issue a control signal to increase the engine speed of the engine upon detection that the top pressure value exceeds the top pressure threshold value.
• control unit is adapted to issue a control signal to reduce the propeller pitch of the controllable pitch propeller in order to reduce the torque of the engine.
• a seventh aspect of the present invention relates to a ship comprising a control unit according to the fifth or sixth aspect of the present invention.
• Fig. 1 illustrates a typical load limit curve for an engine
• Fig. 2 illustrates a calculation of an output set value for engine speed and control of torque in order to obtain the correct requested effect
• Fig. 3 is diagram of an example control logic
• Fig. 4 is block diagram of an embodiment of a ship. DETAILED DESCRIPTION OF PREFERRED EMBODIMENTS
• Fig. 4 illustrates an embodiment of a ship 10.
• the Fig. 4 ship comprises an engine 5, which may also be referred to as a main engine, and a controllable pitch propeller 7.
• the torque and engine speed may be adjusted to correspond to an output set point value, e.g. a desired or target engine power output value.
• the output set point value may be set using on-board or remotely located user board 1 illustrated in Fig. 4.
• the output set point value is indicative of a desired power produced by the engine 5 and the controllable pitch propeller 7.
• a signal indicative of the output set point value may be sent from the user board 1 to an on-board or remotely located control unit 2.
• control unit 2 may receive information from the engine 5, an engine speed regulator 4, a turbo assembly 6, the controllable pitch propeller 7 and possibly a shaft output sensor 8.
• the ship 10 may comprise an additional user board 3 for setup of the system and data reading.
• control unit 2 may be adapted to issue control signals to the engine 5 and the propeller 7 - or a propeller regulating arrangement (not show) - to thereby control the engine speed of the engine 5 and the propeller pitch of the controllable pitch propeller 7.
• the propeller pitch By controlling the propeller pitch, the torque of the engine 5 may be controlled.
• the Fig. 4 embodiment of the ship 10 comprises a cylinder set comprising least one cylinder 9.
• the embodiment of the ship 10 disclosed therein comprises a cylinder pressure sensor 1 1 adapted to determine the pressure in the at least one cylinder 9.
• the cylinder pressure sensor 1 1 may be adapted to determine top pressure in at least one of the cylinders.
• Fig. 4 also illustrates that the embodiment of the ship 10 illustrated therein comprises an exhaust gas system 12 adapted to guide exhaust gas from the engine 5.
• the exhaust gas system 12 may comprise a NO x reduction assembly 13.
• a NO x reduction assembly may comprise a catalyst adapted to reduce the NO x content in the exhaust gases.
• the ship 10 may comprise an upstream N0 X sensor 14 located between, as seen in an intended direction of exhaust gas flow, the engine 5 and the ⁇ reduction assembly 13.
• the ship may comprise a downstream NO x sensor 15 located downstream, as seen in an intended direction of exhaust gas flow, of the NO x reduction assembly 15 in the exhaust gas system 12.
• the Fig. 4 ship 10 comprises a position sensor 16, which for instance may comprise a global positioning system, adapted to determine the geographical location of the ship 10.
• Fig. 4 embodiment of the ship 10 comprises each one of the cylinder pressure sensor 1 1 , the upstream NO x sensor 14, the downstream NO x sensor 15 and the position sensor 16, it is envisaged that other embodiments of the ship 10 may comprise only one of the above sensors 1 1 , 14, 15, 16. Further, embodiments of the ship 10 are envisaged comprising two or more of the sensors 1 1 , 14, 15, 16.
• Fig. 1 illustrates a load limit curve for an engine, for instance the Fig. 4 engine 5.
• the graph illustrated therein presents the engine speed (presented as a percentage of maximum engine speed) on the abscissa and the power on the ordinate.
• Fig. 1 includes isolines for different torque levels (also presented as percentage of the maximum torque producible by the engine).
• the power produced by the engine increases as the torque increases.
• the power produced by the engine increases as the engine speed increases.
• a certain power level may be obtained by a plurality of different combinations of engine torque and engine speed.
• the engine upon receipt of an output set point value, for instance indicative of the power produced by the engine, the engine is preferably operated at a condition with a high torque level, for instance at the highest torque level possible in view of the engine's load limit, and the engine speed is controlled such that the combination of engine speed and engine torque corresponds to the requested power, or the output set point value.
• the present invention proposes also taking additional parameters into account when determining a suitable combination of engine torque and engine speed in order to meet the requested power, or the output set point value.
• a first aspect of the present invention relates to a method for controlling the propulsion of a ship 10.
• the ship 10 comprises an engine 5 and a controllable pitch propeller 7, wherein torque and engine speed are adjusted to correspond to an output set point value.
• the torque of the engine may be controlled by controlling the propeller pitch of the controllable pitch propeller 7.
• the adjustment of the torque and engine speed is such that the ship 10 is operated in an operating condition with an engine speed of the engine 5 and a propeller pitch of the controllable pitch propeller 7 such that the fuel consumption of the ship is brought and/or held within a desired fuel consumption range.
• the engine speed and the propeller pitch are generally controlled such that the engine torque is as high as possible in view of the engine's load limit curve and also in view of further boundary conditions, as will be elaborated on hereinbelow.
• the method comprises:
• the above-mentioned NO x value may be a boundary condition to be used when determining a combination of engine speed and engine torque corresponding to the output set point value and also which results in a fuel consumption within a desired fuel consumption range.
• the ⁇ value may be determined in a plurality of different positions.
• the NO x value may be determined by evaluating exhaust gas between, as seen in an intended direction of exhaust gas flow, the engine 5 and the NO x reduction assembly 13 in the exhaust gas system 12.
• the NO x value may be determined using the upstream NO x sensor 14 in Fig. 4.
• the method may comprise determining the NO x value by evaluating exhaust gas downstream, as seen in an intended direction of exhaust gas flow, of the NO x reduction assembly 13 in the exhaust gas system 12.
• the NO x value may be determined using the
• the NO x threshold value need not necessarily be constant. Instead, the NO x threshold value may vary, for instance in dependence on the geographical location of the ship 10. As such, the method may comprise determining the geographical location of the ship 10, for instance using a position sensor 16 and determining the NO x threshold value on the basis of the thus determined geographical location.
• the control unit 2 may comprise a look-up table with different NO x threshold values for different geographical locations.
• the method may also comprise a feature that the engine speed of the engine 5 is increased upon detection that the NO x value exceeds the NO x threshold value.
• a top pressure value may be used as a boundary condition.
• a second aspect of the present invention relates to a method for controlling the propulsion of a ship wherein the method comprises determining a top pressure value indicative of a top pressure in at least one cylinder 9 (see Fig. 4).
• the top pressure value may be determined using a cylinder pressure sensor, such as the cylinder pressure sensor 1 1 presented hereinabove in relation to Fig. 4.
• the method according to the second aspect of the present invention comprises reducing the torque of the engine 5 upon detection that the top pressure value exceeds a top pressure threshold value.
• the top pressure threshold value may be determined in order to reduce the risk of excessive loads and/or excessive wear of the engine 5. However, instead of, or in addition to, the above, the top pressure threshold value may be determined such that for instance engine emissions are kept within desired ranges. Purely by way of example, a correlation between top pressures and NO x emissions may be generated and a top pressure corresponding to a maximum desirable NO x emission level may be used as the top pressure threshold value.
• the top pressure may be measured in one of the cylinders.
• the top pressure may be measured in two or more of the cylinders and the maximum top pressure measured in the one or more cylinders may be used as the top pressure value which consequently is compared to the top pressure threshold value.
• the engine speed of the engine 5 may be increased upon detection that the top pressure value exceeds the top pressure threshold value.
• the feature of reducing the torque of the engine 5 may comprises reducing the propeller pitch of the controllable pitch propeller 7.
• each one of the method embodiments presented hereinabove may be carried out by one or more control unit(s), such as the control unit 2 presented hereinabove in relation to Fig. 4.
• the control unit 2 may be adapted to receive signals indicative an output set point value, for instance using the user board 1 illustrated in Fig. 4.
• the control unit 2 may also be adapted to receive signals indicative of the engine speed of the engine 5 and the propeller pitch of the controllable pitch propeller 7.
• control unit 2 may also be adapted to receive signals indicative of the relevant boundary condition, e.g. the NO x value and/or the top pressure value, and to compare the thus received signal to a corresponding threshold value. Moreover, the control unit 2 may be adapted to issue control signals indicative of the engine speed of the engine and the propeller pitch of the controllable pitch propeller in response to the output set point value, taking the above boundary condition into account.
• relevant boundary condition e.g. the NO x value and/or the top pressure value
• control unit 2 may be adapted to issue control signals indicative of the engine speed of the engine and the propeller pitch of the controllable pitch propeller in response to the output set point value, taking the above boundary condition into account.
• Fig. 3 illustrates an example of a control logic for a control unit 2.
• the control logic may comprise a regulator for controlling the engine speed of the engine and the propeller pitch of the controllable pitch propeller.
• the Fig. 3 control logic may also comprise means for taking one or more of the above discussed boundary conditions into account when controlling the engine speed and the propeller pitch.
• the regulator may be adapted to receive sensor signals, such as signals from at least one of the previously discussed cylinder pressure sensor 1 1 , the upstream NOx sensor 14 and the downstream NOx sensor 15, and use information in the signals when determining set values for engine speed and torque, i.e. the propeller pitch of the controllable pitch propeller.
• sensor signals such as signals from at least one of the previously discussed cylinder pressure sensor 1 1 , the upstream NOx sensor 14 and the downstream NOx sensor 15, and use information in the signals when determining set values for engine speed and torque, i.e. the propeller pitch of the controllable pitch propeller.

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• Engineering & Computer Science (AREA)
• Mechanical Engineering (AREA)
• Chemical & Material Sciences (AREA)
• Combustion & Propulsion (AREA)
• Ocean & Marine Engineering (AREA)
• Aviation & Aerospace Engineering (AREA)
• General Engineering & Computer Science (AREA)
• Automation & Control Theory (AREA)
• Transportation (AREA)
• Combined Controls Of Internal Combustion Engines (AREA)
• Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
• Output Control And Ontrol Of Special Type Engine (AREA)

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Family Applications (1)

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Cited By (3)

Citations (5)

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• 2017
  • 2017-07-14 SE SE1750935A patent/SE542084C2/en not_active IP Right Cessation
• 2018
  • 2018-07-05 US US16/630,953 patent/US11383811B2/en active Active
  • 2018-07-05 SG SG11201912915YA patent/SG11201912915YA/en unknown
  • 2018-07-05 KR KR1020207004243A patent/KR102494270B1/ko active IP Right Grant
  • 2018-07-05 PT PT187395041T patent/PT3652064T/pt unknown
  • 2018-07-05 ES ES18739504T patent/ES2886218T3/es active Active
  • 2018-07-05 WO PCT/EP2018/068248 patent/WO2019011779A1/en active Search and Examination
  • 2018-07-05 EP EP18739504.1A patent/EP3652064B1/de active Active
  • 2018-07-05 DK DK18739504.1T patent/DK3652064T3/da active
  • 2018-07-05 JP JP2020501331A patent/JP7163358B2/ja active Active
  • 2018-07-05 CN CN201880046516.6A patent/CN111164009B/zh active Active
• 2021
  • 2021-08-18 CY CY20211100737T patent/CY1124438T1/el unknown

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